Railway trucks

ABSTRACT

There are disclosed several truck structures for supporting and guiding the body of a railway car on a wide gauge rail track formed of a pair of rails having a track gauge of at least about ten feet, each of the truck structures including a guide bogie carrying both a pair of tandem load wheels and front and rear sets of spring biased guide wheels, and a follower bogie carrying a pair of tandem load wheels, parallelogram linkages or the equivalent interconnecting the two bogies to coordinate the guiding movements thereof; springs are provided for urging the guide wheels into guiding relationship with the associated rail, and several systems are disclosed for providing spring connections between the bogies and the body of the associated railway car.

United States Patent Milenkovic et al.

1 Dec.26,1972

[54] RAILWAY TRUCKS [72] Inventors: Veljko Milenkovic, Boulder, Colo.;

Glen L. Neidhardt, Deerfield, Ill.

[22] Filed: May 8, 1968 [21] Appl. No.: 727,502

[52] US. Cl. ..105/179, 104/242, 104/244, 104/246, 104/247, 104/248,105/169,

[51] Int. Cl ..B6ld 15/00, B611 9/00, B6lf 13/00 [58] Field of Search..104/242, 244, 245, 246, 247, 104/248; 105/49, 165, 169, 170, 179, 180,

[56] References Cited UNITED STATES PATENTS 350,263 10/1886 Menzies..104/245 508,480 11/1893 Kirchner et al ..104/244 611,567 9/1898 Diehl..104/246 745,855 12/1903 Jackman ..104/247 1,341,249 5/1920 Widegren eta]. ..105/179 1,764,941 6/1930 Edson ..104/246 2,141,956 12/1938 Lord..105/179 2,800,861 Michalski ..104/246 7/1957 2,955,546 10/1960Liebherr et al.. ..105/49 X 3,285,194 ll/1966 Clejan ..105/368 X2,439,801 4/1948 Flowers.... .....l05/l79 2,836,129 5/1958 Jaeger..104/248 X Primary Examiner-Gerald M. Forlenza AssistantExaminer-Howard Beltran Attorney-Prangley, Clayton, Mullin, Dithmar &Vogel [5 7] ABSTRACT There are disclosed several truck structures forsupporting and guiding the body of a railway car on a wide gauge railtrack formed of a pair of rails having a track gauge of at least aboutten feet, each of the truck structures including a guide bogie carryingboth a pair of tandem load wheels and front and rear sets of springbiased guide wheels, and a follower bogie carrying a pair of tandem loadwheels, parallelogram linkages or the equivalent interconnecting the twobogies to coordinate the guiding movements thereof; springs are providedfor urging the guide wheels into guiding relationship with theassociated rail, and several systems are disclosed for providing springconnections between the bogies and the body of the associated railwaycar.

7 Claims, 16 Drawing Figures PATENTED E 2 6 I973 SHEEI 2 [1F 5 PATENTEDEBE 9 3,707,125

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RAILWAY TRUCKS The present invention relates to truck structures forrailway cars, and particularly to truck structures for supporting andguiding railway cars on rails having a track gauge of at least aboutfeet.

It is an important object of the present invention to provide a truckstructure for supporting and guiding on a pair of railway rails having atrack gauge of at least about ten feet one end of the body of railwaycar, the truck structure comprising a guide bogie including a frame, atleast two wheels mounted on the guide bogie frame for engagement withone associated rail to support the guide bogie thereon and forengagement respectively with the opposite sides of one associated railto guide the guide bogie thereon, a follower bogie including a frame, aload wheel mounted on the follower bogie frame for engagement with thetop of the other associated rail to support the follower bogie thereon,linkage structure interconnecting the guide bogie and the follower bogiefor coordinating the movements thereof, and mounting structure forconnecting the bogies to the body of an associated railway car.

Another object of the invention is to provide truck structure of thetype set forth wherein the guide bogie carries both load wheels forengaging the top of the associated rail and a pair of guide wheels forengagement I respectively with the opposite sides of the associatedrail.

Another object of the invention is to provide improved truck structureof the type set forth wherein each of the bogies includes a mountingblock pivotally mounting the frame of the bogie about an axis disposedgenerally horizontal and transverse to the associated rail, and a bodybolster mounted on the mounting block, there preferably being a verticalsliding engagement between the body bolster and the mounting block withspring structures disposed therebetween to absorb and dampen thetransmission of shocks therebetween.

Still another object of the invention is to provide a truck structure ofthe type set forth wherein each of the bogies includes a pair of loadwheels mounted in tandem relationship with a pair of parallel connectinglinks interconnecting the bogies at longitudinally spacedapart points toprovide a parallelogram linkage therebetween.

In connection with the foregoing object, another object of the inventionis to provide an improved truck structure of the type set forth whereinthe guide bogie has a front pair of guide wheels mounted on the framethereof in front of the load wheels for engagement respectively with theopposite sides of the associated rail, and a rear pair of guide wheelsmounted on the frame thereof to the rear of the load wheels forengagement respectively with the opposite sides of the associated rail.

Another object of the invention is to provide an improved truckstructure of the type set forth wherein the guide bogie is provided withtwo pairs of guide wheels, both pairs of the guide wheels beingresiliently urged inwardly toward the associated rail so as to insureengagement therewith; in one preferred embodiment of the invention theforwardly disposed pair of guide wheels is more forcefully urged towardthe'associated rail than the rear pair of guide wheels.

Another object of the invention is to provide truck structure of thetype set forth wherein spring structure is provided that appliesprogressively higher force urging the guide wheels respectively intoengagement with the associated rail as the misalignment of the guidebogie with respect to the associated rail increases, positive stopspreferably being provided so as to limit the movements of the guidebrackets supporting the guide wheels with respect to the guide bogieframe.

A further object of the invention is to provide a truck structure of thetype set forth wherein a beam rigidly interconnects a guide bogie and afollower bogie, the beam being respectively connected to the bogiesabout pivotal axes extending vertically, and the body of the associatedcar is connected to the beam by spring connections permitting relativespring controlled movement between the body and the beam in bothvertical and transverse directions.

A still further object of the invention-is to provide an improved truckstructure of the type set forth wherein separate beams are provided onthe guide bogie and the follower bogie and pivotally connected theretoabout a vertically aligned pivot axis, the other ends of the beamsextending inwardly toward each other and being pivotally connected toeach other, the body of the associated railway car being connected tothe beams by spring structure permitting both vertical and transversespring controlled movement therebetween.

In connection with the foregoing object, a still further object of theinvention is to provide a truck structure of the type set forth whereinthe pivot connection of the beams to the bogies is disposed forwardlywith respect to the longitudinal midpoint between the axes of pairs ofload wheels respectively mounted on said bogies, the front guide wheelsin one such structure being in lateral alignment with the pivotalconnection between'the guide bogie and its associated beam.

Further features of the invention pertain to the particular arrangementof the parts of the truck structure, whereby the above-outlined andadditional operating features thereof are attained.

The invention, both as to its organization and method of operation,together with further objects and advantages thereof, will best beunderstood by reference to the following specification taken inconnection with the accompanying drawings, in which: 7

FIG. 1 is a side elevational view of a railway motor car embodyingtherein the present invention;

FIG. 2 is a horizontal sectional view of the car of FIG. 1 taken in thedirection of the arrows along the line 2-2 of FIG. 1;

FIG. 3 is a plan view of the truck structure supporting the railway carof FIGS. 1 and 2, the truck structure being shown positioned upon acurved section of the associated railway track;

FIG. 4 is an enlarged view with certain portions broken away of theguide bogie forming a part of the forward or lefthand truck structure ofFIG. 3;

FIG. 5 is a side elevational view of the truck structure of the guidebogie of FIG. 4;

FIG. 6 is a front elevational view of the guide bogie of FIGS. 4 and 5;

FIG. 7 is a fragmentary front elevational and diagrammatic view ofanother improvement of a guide bogie made in accordance with the presentinvention;

FIG. 8 is a fragmentary front elevational and diagrammatic view of yetanother embodiment of a guide bogie made in accordance with the presentinvention;

FIG. 9 is a fragmentary front elevational and diagrammatic view of stillanother embodiment of a guide bogie made in accordance with the presentinvention;

FIG. 10 is a plan view of yet another form of truck structure made inaccordance with and embodying the principles of the present invention;

FIG. 11 is an enlarged fragmentary plan view of the guide bogie forminga part of the truck structure of FIG. 10; 1

FIG. 12 is a side elevational view of the guide bogie of FIG. 1 1;

FIG. 13 is a fragmentary view in vertical section through the guidebogie of FIG. 12 along the line 13- 13 thereof;

FIG. 14 is a plan view of still another embodiment of the truckstructure of the present invention;

FIG. 15 is a fragmentary view. in vertical section along the line 15-15of FIG. 14; and

FIG. 16 is a plan view of a modification of the guide bogie of FIG. 14.v

Referring now to FIGS. 1 and 2, there is illustrated a railway motor car50 which incorporates therein the improved truck structure of thepresent invention, the motor car 50 being disclosed in U. S. Pat. No.3,285,194, granted Nov. 15, 1966 to Deodat Clejan. As illustrated, themotor car 50 comprises an elongated longitudinally extending rigidunderframe 51, of any suitable construction, and an elongatedlongitudinally extending body 60 carried by the underframe 51. Theunderframe 51 is of substantially rectangular configuration having alength of at least about one hundred feet and a width of at least abouttwenty feet, and as il- Iustrated the underframe 51 has a length ofabout 130 feet and a width of about 23 feet. The underframe 51 issupported adjacent to the opposite ends thereof by a pair of truckstructures 100 made in accordance with the present invention, whichtruck structures 100 will be described in detail hereinafter.

The body 60 is of box-like configuration including a substantiallyrectangular floor 61 rigidly secured in place directly upon the top. ofthe underframe 51, a front end wall 62 a rear end wall 63 and a roof 64.The top of the floor 61 is supported in a substantially horizontal lowerplane disposed about 4 feet-6 inches above the heads of the associatedrails -30 (the details of the rails 20-30 being explained more fullyhereinafter), and the dimensions of the floor 61 are substantiallycommensurate with that of the underframe 51 positioned immediatelybelow. The front end wall 62 is disposed in an upstanding position andjoins the front end of the floor 61 and the front end of the roof 64;similarly, the rear end wall 63 is disposed in upstanding position andjoins the rear end of the floor 61 and the rear end of the roof 64; andthe top of the roof 64 is disposed in a generally horizontal upper planepositioned about 9 feet above the top of the floor 61. The front endwall 62 has an outwardly convex configuration to minimize windresistance to forward travel of the car 50; and the front portion of theroof 64 is curved downwardly to join the top of the front end wall 62for a similar purpose. The roof 64 is also slightly crowned along thelongitudinal center line thereof and downwardly toward the oppositelongitudinal eave thereof for the usual water-shed purpose. The rear end63 is of composite configuration, including an inwardly concave centralsection 63a and a pair of longitudinally extending and laterallyspaced-apart side sections 63b respectively disposed at the oppositerear sides of the floor 61 The front end of the underframe 51 carries acentrally disposed front coupler 56; and the rear end of the underframe51 carries a centrally disposed rear coupler 57. The couplers 56 and 57are of any conventional construction and are matched; whereby the frontend of a trailing car 50 may be coupled to the rear end of a leading car50 via the couplers 56 and 57, so as to accommodate the make-up of atrain comprising any suitable number of the cars 50, all in aconventional manner. The configurations of the front end wall' 62 andthe central section 63a of the rear end wall 63 are substantiallycomplementary; whereby the front end wall 62 of the trailing motor car50 is nested into the central section 63a of the rear wall 63 of theleading car 50, when two of the cars 50 are coupled together to make-upa train. This arrangement is very advantageous as it further reduceswind resistance to high speed travel of the train.

An upstanding curved partition wall 65 is arranged rearwardly of thefront end wall 62 and between the floor 61 and the roof 64 andcooperating therewith to define a passenger compartment 66 therebetweenand located in the extreme front end of the body 60. Another upstandingpartition wall 67 is arranged rearwardly of the partition wall 65 andbetween the floor 61 and the roof 64 and cooperates therewith to definea passenger lounge 68 in the front end of the body 60 and positionedimmediately behind the passenger compartment 66. Also it is mentionedthat the front wall 62 includes substantial wall structure, indicated at620, that is formed of transparent material, suchas glass, so as toafford persons in the passenger compartment an unobstructed view of theassociated track and adjacent forwardly disposed scenery. Further,upstanding partition walls indicated generally at 69 are arrangedrearwardly of the rear end wall 63 and between the floor 61 and the roof64 and cooperating therewith to define two laterally spaced-apartpassenger rest rooms 70 and 71 in the extreme rear end of the body 60. j

The rear portions of the front end wall 62 are respectively jointed to apair of laterally spaced-apart upstanding front posts 72 respectivelydisposed at the opposite sides of the floor 61; and the front portionsof the side sections 63b of the rear wall 63 are respectively joined toa pair of laterally spaced-apart upstanding rear posts 73 respectivelydisposed at the opposite sides of the floor 61. The posts 72 arearranged in lateral alignment with each other and respectively join thefloor 61 and the roof 64; and likewise the posts 73 are arranged inlateral alignment with each other and respectively join the floor 61 andthe roof 64. A pair of laterally aligned upstanding posts 74 arearranged rearwardly of the posts 72 and at the opposite sides of thefloor 61, the posts 74 respectively joining the floor 61 and roof 64;and a pair of laterally aligned upstanding posts 75 are arrangedforwardly of the posts 73 at the opposite sides of the floor 61, theposts 75 respectively joining the floor 61 and roof 64. The posts 72,74, 75 and 73 on each side of the floor 61 are arranged in substantiallyequally spaced-apart relation, the spacing between the pairs of posts72-74, 74-75 and 75-73 being about 35 feet; whereby three pairs oflongitudinally spaced-apart doorways are thus formed in each side of thebody 60. Also, the central portion of the floor 61 disposed between thepartition walls 67 and 69 and accessible to the three pairs of doorwaysin the sides of the body 60 has a length of about 1 l0 feet and a widthof about 23 feet. This central portion of the floor 61 constitutes astorage area including three sections for passenger automobiles,indicated at 80.

Specifically, four of the passenger automobiles 80 may be convenientlystored in each of the storage sections of the central portion of thefloor 61, the four passenger automobiles in each storage section beingarranged in side-by-side relation with each other and extendinglaterally of the floor 61. Moreover, the confronting aligned doorways atthe opposite sides of each storage section readily accommodatesimultaneous loading and unloading of the four passenger automobiles,all as is explained in the U. S. Pat. No. 3,285,194. In each of thestorage sections, two pairs of wheel guides 76 are secured rigidly tothe floor 61, so as to insure parking of the passenger automobiles 80 intheir storage positions alternately with relatively wide and relativelynarrow laterally extending spacing therebetween. This arrangementenforces an economical use of each storage section by the four passengerautomobiles 80 therein, while preserving adequate spacing between eachtwo adjacent passenger automobiles 80 to accommodate complete opening ofthe doors on one side of each of the passenger automobiles 80. Also thewidth of the floor 61 is adequate to provide a passenger aisle adjacentto one side of the floor 61, when the passenger automobiles 80 arestored or parked on the floor 61 with the respective ends thereoflocated closely adjacent to the other side of the floor 61, as shown inFIG. 2. This arrangement insures that the passengers of the passengerautomobiles 80 have access to their automobile 80, to the passengerlounge 88 and to the rest rooms 70 and 71 at all times during thetransit of the car 50.

As is best shown in FIG. 4, the three pairs of side doorways intoopposite sides of the body 60 are provided with three pairs of sidedoors 90, each of the overhead suspension type. Specifically, each ofthe side doors 90 includes a number of panels suitably hinged togetherat the adjacent abutting edges thereof so that the side door 90 may bereadily moved between open and closed positions with respect to theassociated side doorway. In each side door 90, at least one of thepanels is formed principally of glass, as indicated at 91, so that thepassenger in the adjacent passenger automobile may view the exterior.

Further details of the construction of the motor car 50 and the severalparts thereof, together with the manner of use in a combination railwayand passenger automobile transportation system are set forth in theabove mentioned US. Pat. No. 3,285,194, and the disclosure thereof isincorporated herein by reference.

It is pointed out that as illustrated the car 50 is adapted to travelupon a pair of tracks including a guide and support rail and a supportrail 30, the rail track having an exceedingly wide gauge of at least 10feet and preferably of about 17 feet, as illustrated. The

right-of-way is preferably arranged so that it does not intersect anyrailway track or highway at the grade level, with the result that it isdesigned for high-speed traffic, up to speeds as high as 200 miles perhour.

Referring to FIG. 7, it will be seen that the guide and support rail 20includes the usual base 21 carrying a laterally centrally disposed andupstanding web 22 that supports on the upper edge thereof an enlargedhead 23. It will be understood that the support rail 30 has the samecross-sectional configuration as the guide and support rail 20.

Referring now specifically to FIGS. 3 to 6 of the drawings, there willnow be described the details of a first preferred embodiment of, thetruck structure illustrated as supporting the car 50, the truckstructure 100 being made in accordance with and embodying the principlesof the present invention. As illustrated, the truck structure 100includes a guide bogie 101 carrying a body bolster 110 supporting onecorner of the railway car 50, a follower bogie 131 carrying a bodybolster (not shown) supporting the adjacent corner of the car 50, and apair of parallelogram linkages 145 interconnecting the bogies 101 and131 to coordinate the movements thereof. Referring specifically to FIGS.4 to 6 of the drawings, it will be seen that the guide bogie 101includes a frame 102 that is generally rectangular in plan view and inside elevational view, the bogie frame 102 including a generallyrectangular vertically extending central opening 103 therein and a pairof longitudinally extending openings 104 communicating with the centralopening 103 and extending longitudinally therefrom substantially to theadjacent opposite ends of the frame 102. Positioned in the openings 104respectively are two load wheels 105, each load wheel 105 beingsupported upon an axis-106 journaled in the bogie frame 102, whereby tomount the load wheels 105 in tandem relationship upon the frame 102 forrotation about essentially horizontal axes disposed transversely of theassociated railway track formed by the rails 20 and 30.

Disposed within the central opening 103 is a generally rectangularlyshaped mounting block 107 that is provided with a transversely extendingaxle 108 that is also journaled in the bogie frame 102, the axis of theaxle 108 being essentially parallel to the axes of the axles 106,whereby to mount the block 107 for pivotal movement in fore and aftdirections with respect to the bogie frame 102. Formed in the mountingblock 107 and extending generally vertically therethrough is acylindrical bore 109.

In order to mount the adjacent corner of the underframe 51 upon theguide bogie 101, a body bolster 110 is provided, the body bolster 110having a pivot shaft 111 extending downwardly therefrom and into thebore 109 in the mounting block 107, the pivot shaft 111 being shapedcomplementary to and having a diameter only slightly less than that ofthe bore 109, whereby the shaft 111 is free to move vertically thereinand with respect to the guide bogie 101 and also to pivot about thelongitudinal axis thereof and with respect to the guide bogie 101. Acoiled spring 112 under compression is disposed between the underside ofthe body bolster 110 and the top of the mounting block 107 to cushionand dampen the transmission of shocks between the guide bogie 101 andthe body bolster 110. Any suitable means (not shown) may be utilized toconnect the body bolster 110 to the overlying and associated comer ofthe underframe 51, all in the usual manner.

The above-described parts of the guide bogie 101 are adequate to supportthe adjacent corner of the car 50 upon the underlying guide rail 20, itbeing noted that the bearing surfaces on the load wheels 105 arecylindrical in shape and flat in the transverse direction. Inasmuch astwo of the truck structures 100 are provided, one at either end of thecar 50, and each of the truck structures 100 includes both a guide bogie101 and a follower bogie 131 each provided with a pair of tandem loadwheels, the weight of the car 50 is supported at four points. The loadat each of the four points is split equally between the pairs of loadwheels, such as the load wheels 105, the two wheels in each tandem pairbeing located a short distance away from each other and resting upon thesame rail 20 or 30, as the case may be. There are eight load wheels inall, having no common axles, each ,pair being contained in a supportframe, such as the frame 102. The load wheels, such as the load wheels105 are flangeless, but these load wheels will provide some guidance dueto the adhesion thereof to the rails, but the guidance thus realizedwould not be positive, even if an independent steerage mechanism wereprovided.

In order to provide positive guidance as well as steering, twospaced-apart pairs of guide wheels 120 have been provided on the guidebogie 101. More specifically, there are provided at each end of thebogie frame 102 cutouts resulting in support portions 115 that carrytherein vertically arranged pivot shafts 116. There also are arrangedadjacent to each end of the bogie frame 102 an outwardly extending upperarm 1 17 and an outwardly extending lower arm 118. In order to mounteach of the guide wheels 120 upon the bogie frame 102, a supportingguide bracket 122 has been provided therefor, the associated guide wheel120 being mounted on the guide bracket 122 by a vertically arrangedshaft 121 mounted therein. Upper and lower arms 123 and 124,respectively, are provided on the guide bracket 122, the arms 123-124extending toward the adjacent bogie frame 102 and receiving therebetweenan associated support portion 1 having aligned openings that receive anassociated pivot shaft 116, whereby pivotally to mount the guide bracket122 and the guide wheel 120 carried thereby for pivotal movement about avertical axis and toward and away from the associated rail 20.

A first spring 125 under tension is provided between each pair of theguide brackets 122, each end of the spring 125 having a fastener 126thereon that engages the adjacent guide bracket 122, the spring 125serving to urge the attached guide brackets 122 toward one another, andthus to urge the guide wheels 120 mounted thereon toward the adjacentrail 20, and specifically against the side edges of the rail head 23thereof. Other springs are also provided between the bogie frame 102 andeach of the guide brackets 122, two such springs 127 and 128 beingprovided and disposed respectively between the upper arm 117 and thelower arm 1 18 and the adjacent guide bracket 122', more specifically,the upper spring 127 is under compression and is disposed between theupper arm 117 bogie frame 102 is provided with an outer positive stop119 for each of the guide brackets 122, thus positively to limit theoutward movement of the associated guide bracket 122 and the attachedguide wheel 120 with respect to the centerline of the bogie frame 102.An inner positive stop 129 is likewise provided to serve as a limit forthe movement of each guide bracket 122 inwardly toward the longitudinalcenterline of the bogie frame 102.

Referring to FIG. 3, it will be seen that the follower bogie 131includes a frame 132 that is generally rectangular in plan view and inside elevation, the bogie frame 132 including a generally rectangularvertically extending central opening 133 therein and a pair oflongitudinally extending openings communicating with the central opening133 and extending longitudinally therefrom substantially to the adjacentopposite ends of the frame 132. Positioned in the longitudinal openingsrespectively are two load wheels 135, each load wheel 135 beingsupported upon an axle 136 journalled in the bogie frame 132, whereby tomount the load wheels 135 in tandem relationship upon the frame 132 forrotation about essentially horizontal axes disposed transversely of theassociated railway track formed by the rails 20-30. Disposed in thecentral opening 133 is a generally rectangular mounting block 137mounted on an axle 138, the pivot axis of the axle 138 beingsubstantially parallel to those of the axles 136.

Associated with the follower bogie 131 is a body bolster (not shown)having a pivot shaft 141 extending downwardly therefrom, a spring (notshown) like the spring 112 being disposed between the body bolster andthe top of the'mounting block 137.

In order to transmit the guiding movement of the guide bogie 101 to thefollower bogie 131, the pair of links 145 have been provided thatinterconnect the bogies 101 and 131 at longitudinally spaced-apartpoints, one end of each link 145 being connected by a pivot pin 146carried by the arms 117-118 on the guide bogie 101, and the other end ofeach link 145 being likewise connected by a pivot pin 146 to an upperarm 147 on the frame 132 and a lower arm (not shown) thereon. The links145 form a parallelogram system interconnecting the bogies 101 and 131to provide for the necessary wheel articulation when the car 50 isrunning on a curve in the associated railway track. The load wheels and135 are flangeless, whereby the entire steering is achieved by the twosets of guide wheels on the guide bogie 101. As explained above, theload wheels 105 and will provide some guidance due to the adhesionthereof to the associated rails 20 and 30, respectively, but the majorguidance is provided essentially by the guide wheels 120. As aconsequence, both the steering of the load wheels 105-135, as well aspositive guidance of the truck structure 100, is provided by the twosets of guide wheels 120. The steering effectiveness of the guide wheels120 is increased due to the placement of the two sets of guide wheelsfarther away from the pivot axis of the pivot shaft 111 than the loadwheels 105. Steering action is transmitted to the follower bogie 131 bythe parallelogram linkage provided by links 145.

From the above description it will be seen that the truck structure 100uses the single rail 20 for guidance, whereby if the width of the loadwheels 135 is made adequate, the accuracy required in maintaining thegauge tracks 20-30 is greatly reduced. In addition, allowance for railirregularity is made by the introduction of compliance between the guidewheels 120 and the bogie frame 102, various spring tensions beingemployed. A relatively light force is applied by the springs 125 to keepboth of the associated guide wheels 120 in contact with the rail 20 atall times, when the guide wheel spacing is within the normal toleranceof the railhead 23. On the other hand, a relatively stiff spring forceis applied by the springs 127-128 to keep the guide wheels 120 fromspreading so far as to disengage from the guide rail 20. Preferably thesprings 127 and 128 at the front of the guide bogie 101 are stronger andprovide a stiffer spring force than the springs 127a and 128a at therear of the guide bogie. Each pair of the guide wheels 120 isspring-centered into alignment with the centerline of the associatedload wheels 105, and the amount of spring pressure applied by the systemincluding the springs 125, 127 and 128, 127a and 1280 is progressivelyincreased as the misalignment of the guide wheels 120 with respect tothe centerline of the load wheels 105 is increased. Eventually, positivelimits in the form of the positive stops 119 and 129 are encountered,thus to prevent the guide wheels 120 from being disengaged from theguide rail 20. The width of the load wheels 105 and 135 is greater thanthe full lateral travel of the guide wheels 120, i.e., the full lateraltravel of the guide brackets 122 between the positive stops 119 and 129.

The car 50 will run at operating speeds fundamentally only in onedirection, so that the same set of guide wheels 120 will always lead andthe other set of guide wheels 120 will always trail. The centeringspring pressure at the leading guide wheels 120 is preferably madestiffer or greater than that at the trailing guide wheels 120. Thus whena lateral force is applied to the car 50, the difference in springforces will steer the load wheels 105-135 in such a way that these loadwheels 105-135 will resist a major portion of the lateral load (withinthe adhesion capabilities thereto) and the average forces supported bythe guide wheels 120 will be substantially reduced. The maximum load onthe guide wheels 120 may nonetheless be equal to the maximum laterallyapplied force, since the road wheels 105-135 may lose adhesion. Thedisclosed guiding and steering system is one wherein the flangeless loadwheels 105-135 and the guide rollers 120 assist each other wheneverpossible, and one never interferes with the action of the other.

The system of springs described above serves also to isolate lateralshocks which would otherwise be transmitted to the car 50 due to railirregularities. Although the combination of the several springs with themass of the car 50 will unavoidably lead to some oscillations, frictionbetween the rails 20-30 and the load wheels 105-135 will tend to dampout the oscillations.

It will be appreciated that in the truck structure of FIGS. 3 to 6, theguide bogie 101 is constrained against movement fore and aft, movementsideways, and leaning relative to the vehicle underframe 51, but is freeto move vertically against the spring 1 12, for example, to pitch and toyaw.

Furthermore, guiding on both sides of the single narrow rail 20 by useof the guide wheels 120 essentially eliminates the tendency to bind. Itis also pointed out that the contact surfaces of the guide wheels 120are cylindrical in shape whereby the contact surfaces in a verticaldirection are flat and engage the opposite sides respectively of therailhead 23.

In order to provide motive power for the motor car 50, it will beunderstood that one or more of the load wheels and 135 has associatedtherewith a drive motor (preferably electric) that is connected theretoin a driving relationship. The drive motor may be mounted upon the bogieframe 102 or 132, as the case may be, and preferably each of the loadwheels 105 and 135 is so equipped with a drive motor, all is wellunderstood in the art.

There is shown in FIG. 7 of the drawings a first modification of thetruck structure 100 described above, there being shown in FIG. 7 only adiagrammatic illustration of a portion of the guide bogie to which therehas been applied the numeral 101A. In the truck structure of FIG. 7, theload wheels 105A are mounted respectively on axles 106A that areidentical in structure to the like numbered parts in FIGS. 3 to 6 andare mounted in a like manner. The guide brackets 122Av carry thereonguide wheels A, the guide wheels 120A having cylindrical guide surfacesA engaging the adjacent sides of a railhead 23. In addition a flange126A is provided on the lower edge of the guide wheel 120A. The purposeof the flanges 126A is positively to prevent disengagement of the guidebogie 101A from the rail 20 in a vertical direction if the parts aretended to be lifted from therail 20. Normally, the flanges 126A are notin engagement with the rail 20 and are placed in engagement therewithonly if all of the parts are lifted with respect to the rail 20. IT willbe understood that the other elements of the guide bogie 101 describedabove are incorporated in the guide bogie 101A, and specifically theseveral springs urging the guide wheels 120A into engagement with therailhead 23 are incorporated therein.

There is illustrated in FIG. 8 of the drawings yet another modificationof the truck structure of FIGS. 3 to 6, and there is specifically showna guide bogie 1013 including a frame 102B. The frame 102B carries a pairof angularly inclined wheels 105B provided with a groove 107B extendingcircumferentially therearound and positioned between a pair of sideflanges 108B and 10913. Each of the wheels 10513 is mounted on the frame1028 by means of an axle 106B, whereby the wheel 105B rotates about anaxis inclined 45 with respect to the horizontal in a plane normal to thelongitudinal axis of the rail 20. The flange 1088 actually rests uponthe top of the railhead 23 and the flange 109B rests against the side ofthe railhead 23. Such a system provides good guidance with a minimum offriction since the wheels 1058 have the same peripheral velocity at thecontact points against the top and sides of the railhead 23. The guidebogie 101B also does not tend to climb off of the rail 20 or gougethereinto since the contact surfaces are curved and roll against therail 20. Furthermore, the structure of FIG. 8 permits simple.

switching structures in the rail 20.

Still another form of the truck structure 100 is illustrated in FIG. 9,there being illustrated a guide bogie 101C which also includes structureto prevent inadvertent vertical displacement between the guide bogie101C and the rail 20, along the lines discussed above with respect toFIG. 7. In the guide bogie 101C, the load wheel 105C is mounted on anaxle 106C, which parts are like the parts 105 and 106 described abovewith respect to FIGS. 3 to 6. The guide brackets 122C carry guide wheels120C on the lower ends thereof, each of the guide wheels 120C includinga cylindrical guide surface 125C bearing against the adjacent side ofthe web 22 on the rail 20. The upper each of each of the guide wheels125C is beveled as at 126C and is in position to engage the underside ofthe railhead 23 if the guide bogie 101C is inadvertently lifted withrespect to the rail 20. As a consequence, the railhead 23 positivelyprevents the guide wheels 120C from disengaging with the rail 20 even ifthe load wheels 105C should lift from the railhead 23. It will beunderstood that the other elements of the guide bogie 101 describedabove are incorporated in the guide bogie 101C, and specifically theseveral springs urging the guide wheels 120C into engagement with therailhead 23 are incorporated therein.

In order to improve the riding qualities of the car 50 for passengerservice, it may be desirable to maintain the upright position of theseveral bogie frames. A modification of the truck structure whichpermits maintenance of the bogie frames in an upright position isillustrated in FIGS. to 13 of the drawings, wherein there is shown atruck structure 200 also made in accordance with and embodying theprinciples of the present invention. As illustrated, the truck structure200 includes a guide bogie 201, a follower bogie 231, a body bolster 240and an I-beam 250 interconnecting the bogies 201 and 231. The guidebogie 201 includes a frame 202 that is generally rectangular in planview and in side elevational view, the bogie frame 202 including agenerally cylindrical horizontal central opening 203 therein and a pairof longitudinally extending openings 204 communicating with the centralopening 203 and extending longitudinally therefrom substantially to theadjacent opposite ends of the frame 202. Positioned in the openings 204respectively are two load wheels 205, each load wheel 205 beingsupported upon an axle 206 journalled in the bogie frame 202, whereby tomount the load wheels 205 in tandem relationship upon the frame 202 forrotation about a generally horizontal axis disposed transversely of theassociated railway track formed by the rails and 30.

In order to provide positive guidance as well as steering, twospaced-apart pairs of guide wheels 220 have been provided on the guidebogie 201. More specifically, there are provided at each end of thebogie frame 202, cutouts resulting in support portions 215 that carrytherein vertically arranged pivot shafts 216. There also are arrangedadjacent to each end of the bogie frame 202 an outwardly extending upperarm 217 and an outwardly extending lower arm 218. In order to mount eachof the guide wheels 220 upon the bogie frame 202, a supporting guidebracket 222 has been provided therefor, the associated guide wheel 220being mounted on the guide bracket 222 by a vertically arranged shaft221 mounted therein. Upper arms 223 and lower arms (not shown) areprovided on the guide bracket 222, the arms 223, for example, extendingtoward the adjacent bogie frame 202 and receiving therebetween anassociated support portion 215 and having aligned openings that receivethe associated pivot shaft 216, whereby pivotally to mount the guidebracket 222 and the guide wheel 220 carried thereby for pivotal movementabout a vertical axis and toward and away from the associated rail 20.

A first spring 225 under tension is provided between each pair of theguide brackets 222,each end of the spring 225 having a fastener 226thereon that engages the adjacent guide bracket 222, the spring 225serving to urge the attached guide brackets 222 toward one another, andthus to urge the guide wheel 220 mounted thereon toward the adjacentrail 20, and specifically against the side edges of the rail head 23thereof. Other springs are also provided between the bogie frame 202 andeach of the guide brackets 222, two such springs 227 being provided anddisposed respectively between the upper arm 217 and the lower arm 218and the adjacent guide bracket 222. Similar to the first describedembodiment herein, the front springs 227 in the front of the bogie arepreferably made stiffer than the springs 227a at the rear of the bogie,for the same reasons set forth above. The bogie frame 202 is providedwith an outer positive stop 219 for each of the guide brackets 222, thuspositively to limit the outward movement of the associated guide bracket222 and the attached guide wheel 220 with respect to the centerline ofthe bogie frame 202. The inner positive stop 229 is likewise provided toserve as a limit for the movement of each guide bracket 222 inwardlytoward the longitudinal centerline of the bogie 202.

Referring to FIG. 10, it will be seen that the follower bogie 231includes a frame 232 that is also essentially rectangular in plan viewand is likewise rectangular in side elevational view, the frame 232having a central opening (not shown) extending laterally therethroughand formed like the opening 203 described above. Longitudinal openings234 are also provided extending forwardly and rearwardly from thecentral opening, the longitudinal openings receiving thereinrespectively a pair of tandem arranged load wheels 235, the load wheels235 being respectively mounted on axles 236 joumalled in the bogie frame232 for rotation about horizontal axes disposed substantially transverseto the rails 20-30.

Interconnecting the guide bogie 201 and the follower bogie 231 is anI-beam 250, the ends of the l-beam 250 extending respectively into thecentral openings, such as the central opening 203 in the guide bogie201. One end of the I-beam 250 carries an upstanding bearing 207connected thereto as by welding as at 251 and disposed in the centralopening 203 in the bogie frame 202, and the other end of the I-beam 250carries an upstanding bearing 237 also secured thereto as by welding anddisposed in the central opening in the bogie frame 232. A pivot pin 208is disposed in the bogie housing 202 and extends through the bearing 207pivotally to mount the bearing 207 on the frame 202, and a pivot pin 238likewise extends vertically through aligned openings in the bogie frame232 and the bearing member 237 pivotally to mount the bearing member 237on the bogie frame 232. Care is taken to insure that the pivot axes ofthe pivot pins 208 and 238 are parallel to each other and verticallyaligned, whereby the lbeam 250 serves to hold the bogies 201 and 231 inupright positions and fixedly spaced-apart with respect to each other.

A body bolster 240 is provided attached to the lower side of theunderframe 51, the body bolster 240 having extending downwardlytherefrom a hollow beam 241 formed by a pair of transverse verticallyarranged side walls 242, a pair of longitudinal vertically arranged endwalls 243 and a bottom wall 244, the end walls 243 having openings 245therein which receive the l-beam 250 therethrough. The lateral extent ofthe hollow frame 241 is less than the length of the I-beam 250, wherebythere is space between the hollow beam 241 and each of the adjacentbogies to mount a spring retainer 252 on the top of the l-beam 250.There is disposed between each of the spring retainers 252 and theunderside of the body bolster 240 a stabilizing spring 253 undercompression. There also is provided in the bottom wall 244 of the hollowbeam 241 adjacent to each end thereof an opening 246, and extending intoeach of the openings 246 is an arm 254 carried by the I-beam 250. Eachof the arms 254 is provided with a pair of laterally oriented springs255 under compression that are disposed between the arm 254 and theadjacent surface defining the opening 246. The springs 253 serve todampen and reduce the transmission of shock in a vertical directionbetween the truck structure 200 and the body bolster 240 and thus theattached car 50, while the springs 255 serve to dampen and reduce thetransmission of shocks in a horizontal direction between the truckstructure 200 and the body bolster 240 and thus the attached car 50. Itwill be appreciated that the lbeam 250 serves as an undersprung beamfrom side-toside of the car 50 to which the bogie frames are pivotallyconnected to permit parallelogram steering. The car body 51 is bothvertically and laterally spring suspended relative to the I-beam 250.

There is illustrated in FIGS. 14 and 15 of the drawings a form of truckstructure 300 also made in accordance with and embodying the principlesof the present invention, the truck structure 300 utilizing guide wheels320 rotating about axes fixed with respect to the guide bracket 301 onwhich they are mounted, this truck structure 300 providing improveddynamic stability in guidance. As illustrated, the truck structure 300includes a guide bogie 301, a follower bogie 33 1, a pair ofinterconnection parallelogram tie rods 340-341 and a pair ofinterconnecting beams 350. As illustrated, the guide bogie 301 includesa frame 302 that is essentially rectangular in plan view and isessentially C- shaped in vertical section and includes an outer verticalwall, a bottom wall and a top wall 303. Two vertically alignedlongitudinally spaced-apart sets of openings 304 are provided in theframe 302 to receive therein two load wheels 305, each load wheel 305being supported upon an axle 306 journaled in the bogie frame 302. Theload wheels 305 are thus mounted in tandem relationship upon the frame302 for rotation about generally horizontal axes disposed transverselyof the associated railway track formed by the rails 20 and 30. Thebearing surfaces on the load wheels 305 are cylindrical in shape andflat in the transverse direction.

In order to provide positive guidance as well as steering, twospaced-apart pairs of guide wheels 320 have been provided on the guidebogie 301. More specifically, there is provided on the front end of thebogie frame 302 a pair of forwardly directed arms 322, each of the arms322 carrying a vertically arranged shaft 321 supporting one of the frontpair of guide wheels 320. The rear end of the bogie frame 302 likewisecarries a pair of rearwardly directed arms 322, each of the arms 322carrying a vertically arranged shaft 321 carrying thereon one of therear guide wheels 320. The parts are arranged so that the two wheels ofeach pair of guide wheels 320 respectively engage the opposite sides ofthe guide rail 20.

The follower bogie 331 includes a frame 332 that is also generallyrectangular in plan view and is C-shaped in cross section (see FIG. 15).Two pairs of vertically aligned longitudinally spaced-apart openings 334are provided in the frame 332. Positioned in the openings 334,respectively, are two load wheels 335, each load wheel 335 beingsupported upon an axle 336 journaled in the bogie frame 332, whereby tomount the load wheels 335 in tandem relationship upon the frame 332 forrotation about essentially horizontal axes disposed transversely of theassociated rail track formed by the rails 20 and 30.

Connection is made to the body 310 of an associated railway caressentially through a pair of beams 350, each of the beams 350 carryingupper and lower arms 351 and 352 at one end thereof and carrying anupwardly directed am 353 'at the other end thereof. One of the beams 350is connected to the guide bogie 301 at a point spaced forwardly of thelongitudinal midpoint 307 between the axes of the load wheels 305, andmore specifically a pivot pin 308 extends downwardly through and ismounted in the bogie frame 302 and passes through aligned openings inthe arms 351-352 of the associated ,beam 350. When so mounted, the beam350 extends inwardly toward the longitudinal centerline of the truckstructure 300 with the arm 353 extending upwardly and into the spacedisposed between a pair of depending arms 311 and adjacent to the arm353 on the other beam 350. The inner ends of the beams 350 are connectedby a ball joint 360 which is normally in compression because the twobeams 350 act as a compressive member. Disposed between each of the arms353 and the adjacent arm 311 is a spring 315 under compression, andthere also is provided on each of the beams 350 a spring support 356which supports a vertically arranged spring 316 between the underside ofthe body 310 and the spring support 356, the spring 316 also being undercompression.

The guide bogie 301 and the follower bogie 331 are also connected by aparallelogram linkage system including a pair of shorter tie rods 340that are pivotally connected to ears 309 on the bogie frame 302 by meansof pivot pins 342, and a pair of longer tie rods 341 pivotally connectedto ears 339 on the bogie frame 332 by pivot pins 342. Turn buckles 343adjustably interconnect a short rod 340 to the associated long rod 341,it being noted that the linkages are disposed at the extreme front andrear ends of the bogies 301 and 331..

Additional connections are made to the car body 310 from thebeams350,'and specifically a connection in the form of a tie 361 is madefrom the ball joint 360 to the car body 310, and a pair oflongitudinally extending ties 365, respectively,interconnect the beams350 and the underside of the car body 310.

1 The thus described truck structure 300 simultaneously provides (1)constraint against roll, (2) freedom of pitch, (3) freedom of yaw, (4)that the line of action for longitudinal loads is along the sagittalcenter plane of the truck structure 300, (5) that the line of action oftransverse loads is through the pivot pins 308 and 338 that are forwardof the midpoints 307 and 337 between the load wheels 305 and 335,respectively, (6) and that the line of action of vertical rods isthrough the midpoints 307 and 337 of the load wheels 305 and 335,respectively. The first condition provides for static stability of thebogies, while conditions (3) and (4) tend to alleviate wear; theremaining conditions (2), (5) and (6) are necessary for dynamicstability. There results a marked dynamic stability during guidance, itbeing noted, however, that the pivot pins 308 and 338 are biased andpositioned for stability in the forward direction only, i.e., in thedirection of the arrow, whereby the truck structure 300 may be utilizedonly if the attached vehicle is to be reversed at low speeds.

Each of the beams 350 is connected to the associated bogie 301 or 331 attwo points by the pivot pin 308 or 338, respectively, one connectionpoint being above the other and with the connection points being as highand as low as possible, respectively, with respect to the associatedbogie. The inner ends of the two beams 350 meeteach other at thesagittal center plane of the vehicle, this meeting being at the balljoint 360 and at a point spaced well above the tie rods 340-341. Theball joint 360 is normally in compression because the two beams 350 actas a compressive member which, together with the tie rods 340-341 thatact as tension members, will resist the moment that arises from the factthat the vehicle load is supported inboard with respect to the loadwheels 305-335.

Constraints in the longitudinal, i.e., fore and aft, direction areprovided at two points between the body 310 and each beam 350, such thata straight line 345 through these two points will intersect the plane ofthe load wheels 305-335 at the elevation of the railhead 23 or 33, asthe case may be. Preferably, one of the points should be at or near theball joint 360 and the other should be as close as practicable to thepivot pin 308 or 338, as the case may be.

Vertical loads between the body 310 and each beam 350 are transmittedthrough the springs 316 and are so positioned that the effective line ofaction of the resultant forces lies in the vertical plane that passesthrough the ball joint 360 and through the midpoint 307 or 337, as thecase may be, between the load wheels 305 and 335, respectively, thevertical plane referred to being designated by the dashed line 346 inFIG, 14. Lateral loads between the body 310 and each beam 350 arepreferably transmitted along a line of action in line with the pivotpins 308 or 338, the line of action being high to reduce the couplingbetween the lateral movement and the roll mode of the body 310.

It will be noted that the guide wheels 320 serve to position the truckstructure 300 and the attached car with respect to the rail 20. Thefront and rear. pairs of guide wheels 320 share the functions ofpositioning the parts with respect to the rail and at the same timeshare the function of aiming the load wheels 305.

There is shown in FIG. 16 of the drawings a guide bogie 301A which is amodification of the guide bogie 301 illustrated in FIG. 14. Theconstruction of the guide bogie 301A is substantially identical to thatof the guide bogie 301, whereby like reference numerals have beenapplied to like parts with the addition of the suffix A. The fundamentaldifference between the guide bogies 301 and 301A lies in the placementof the forward pair of guide wheels, the forward pair of guide wheels320B in FIG; 16 being positioned in lateral alignment with the pivot pin308A, and more specifically, the frame 302A has a pair of laterallyextending ears 3228 on either side thereof in alignment with the pivotpin 308A, the cars 3223 supporting vertically extending axles 3218 thatin turn support the guide wheels 3208 thereon. The vertical axes ofrotation of the guide wheels 320B are in lateral alignment with the axisof the pivot pin 308A. The guide wheels 3208 position the associated carrelative to the rail 20 while the aft pair of guide wheels 320A aim theload wheels 305A in the direction of the rail 20, thereby reducing wear.It further is pointed out that two vertical support springs 316A and3163 are provided on the bogie 301A on opposite sides of the beam'350Aand supported, respectively, between spring supports 356A and 356B onthe beam 350A and the underside of the associated car body.

It further is pointed out that the location of the pivot pins 308 and338 on the bogies 301 and 331, respectively, forwardly of thelongitudinal center points 307 and 337, respectively, reducesoscillations of the truck structure 300 during the operation thereof,such a structure introducing a castor effect in the truck structure.This same characteristic is introduced into the guide bogie 301A of FIG.16 by the placement of the pivot pin 308A thereof forwardly with respectto the longitudinal centerline between the load wheels 305A.

From the above it will be seen that there has been provided a number oftruck structures which fulfill all of the objects and advantages setforth above.

While there have been described what are at present considered to becertain preferred embodiments of the invention, it will be understoodthat various modifications may be made therein, and it is intended tocover in the appended claims all such modifications as fall within thetrue spirit and scope of the invention.

What is claimed is:

1. Truck structure for supporting and guiding on a pair of railway railshaving a track gauge of at least about ten feet one end of the body of arailway car, said truck structure comprising a guide bogie including aframe, a load wheel mounted on said guide bogie frame for engagementwith the top of one associated rail to support said guide bogie thereon,a front pair of laterally spaced-apart guide brackets respectivelypivotally mounted on the opposite sides of said guide bogie frame anddisposed forwardly of said load wheel, a rear pair of laterallyspaced-apart guide brackets respectively pivotally mounted on theopposite sides of said guide bogie frame and disposed rearwardly of saidload wheel, a front pair of guide wheels respectively mounted on saidfront pair of guide brackets in position for engagement respectivelywith the opposite sides of the one associated rail, a rear pair of guidewheels respectively mounted on said rear pair of guide brackets inposition for engagement respectively with the opposite sides of the oneassociated rail, front spring means mounted on said guide bogie framefor urging said front guide wheels respectively into engagement with theone associated rail to guide said guide bogie thereon, rear spring meansmounted on said guide bogie frame for urging said rear guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, said front spring means applying greater pressureto said front guide wheels than said rear spring means applies to saidrear guide wheels to provide a greater centering pressure at the leadingguide wheels than at the trailing guide wheels to reduce the averageforces supported by all of the guide wheels, a follower bogie includinga frame, a load wheel mounted on said follower bogie frame forengagement with the top of the other associated rail to support saidfollower bogie thereon, linkage structure interconnecting said guidebogie and said follower bogie for coordinating the movements thereof,and mounting structure for connecting said bogies to the body of anassociated rail car.

2. Truck structure for supporting and guiding on a pair of railway railshaving a track gauge of at least about feet one end of the body of arailway car, said structure comprising a guide bogie including a frame,a first pair of load wheels mounted on said guide bogie frame in tandemrelationship for engagement with the top of one associated rail tosupport said guide bogie thereon, a front pair of guide wheels mountedon said guide bogie frame in front of said first pair of load wheels forengagement respectively with theopposite sides of one of said associatedrails to guide said guide bogie thereon, a rear pair of guide wheelsmounted on said guide bogie frame to the rear of said first pair of loadwheels for engagement respectively with the opposite sides of the oneassociated rail to guide said guide bogie thereon, front spring meansmounted on said guide bogie frame for urging said front guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, rear spring means mounted on said guide bogie framefor urging said rear guide wheels respectively into engagement with theone associated rail to guide said guide bogie thereon, said front springmeans applying greater pressure to said front guide wheels than saidrear spring means applies to said rear guide wheels to provide a greatercentering pressure at the leading guide wheels than at the trailingguide wheels to reduce the average force supported by all of the guidewheels, a follower bogie including a frame, a second pair of load wheelsmounted on said follower bogie frame in tandem relationship forengagement with the top of the other associated rail to support saidfollower bogie thereon, a beam interconnecting said bogies and pivotallyconnected respectively thereto about vertically extending axes, a bodybolster mounted on the body of the associated railway car and extendingdownwardly to said beam, and spring structure means interconnecting saidbeam and said body bolster.

3. The truck structure set forth in claim 2, wherein said springstructure includes a first set of springs acting vertically between saidbeam and said body bolster, and a second set of springs acting laterallybetween said beam and said body bolster.

4. Truck structure for supporting and guiding on a pair of railway railshaving a track gauge of at least about ten feet one end of the body of arailway car, said structure comprising a guide bogie including a frame,a first pair of load wheels mounted on said guide bogie frame in tandemrelationship for engagement with the top of one associated rail tosupport said guide bogie thereon, a front pair of guide wheels mountedon said guide bogie frame for engagement respectively with the oppositesides of one of said associated rails to guide said guide bogie thereon,a rear pair of guide wheels mounted on said guide bogie frame forengagement respectively with the opposite sides of the one associatedrail to guide said guide bogie thereon, a follower bogie including aframe, front spring means mounted on said guide bogie frame for urgingsaid front guide wheels respectively into engagement with the oneassociated rail to guide said guide bogie thereon, rear spring meansmounted on said guide bogie frame for urging said rear guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, said front spring means applying greater pressureto said front guide wheels than said rear spring means applies to saidrear guide wheels to provide a greater centering pressure at the leadingguide wheels than at the trailing guide wheels to reduce the averageforce supported by all of the guide wheels, a second pair of load wheelsmounted on said follower bogie frame in tandem relationship forengagement with the top of the other associated rail to support saidfollower bogie thereon, a first beam pivotally mounted on said guidebogie about a vertically disposed axis positioned between said firstpair of load wheels, a second beam pivotally mounted on said followerbogie about a vertically disposed axis positioned between said secondpair of load wheels, said beams extending inwardly toward each other andconnected to the body of the associated railway car, and linkagestructure interconnecting said guide bogie and said follower bogie forcoordinating the movements thereof.

5. The truck structure set forth in claim 4, wherein said first beam ispivoted on said guide bogie frame at a point positioned forwardly of themid-point between the transverse axes of said first pair of load wheels,and said second beam is pivoted on said follower bogie frame at a pointpositioned forwardly of the mid-point between the transverse axes ofsaid second pair of load wheels.

6. Truck structure supporting and guiding on a pair of railway rails oneend of the body of a railway car, said truck structure comprising aguide bogie including a frame, a first pair of load wheels mounted onsaid guide bogie frame in tandem relationship for engagement with thetop of one associated rail to support said guide bogie thereon, a frontpair of guide wheels pivotally mounted on said guide bogie frame infront of said first pair of load wheels for engagement respectively withthe opposite sides of the one associated rail to guide said guide bogiethereon, a rear pair of guide wheels mounted on said guide bogie frameto the rear of said first pair of load wheels for engagementrespectively with the opposite sides of the one associated rail to guidesaid guide bogie thereon, means for resiliently urging said front guidewheels into engagement respectively with the opposite sides of the oneassociated rail, means for resiliently urging said rear guide wheelsinto engagement respectively with the opposite sides of the oneassociated rail, the resilient urging of said front guide wheels beinggreater than the urging of said rear guide wheels to provide a greatercentering pressure at the leading guide wheels than at the trailingguide wheels to reduce the average forces supported by all of the guidewheels, a follower bogie including a frame, a second pair of load wheelsmounted on said follower bogie frame in tandem relationship forengagement with the top of the other associated rail to support saidfollower bogie thereon, linkage structure interconnecting said guidebogie and said follower bogie for coordinating the movements thereof,and mounting structure for connecting said bogies to the body of anassociated railway car.

7. The truck structure set forth in claim 6, wherein said mountingstructure includes a single body bolster connected both to said guidebogie frame and said follower bogie frame and connected to the body ofthe associated railway car.

1. Truck structure for supporting and guiding on a pair of railway railshaving a track gauge of at least about ten feet one end of the body of arailway car, said truck structure comprising a guide bogie including aframe, a load wheel mounted on said guide bogie frame for engagementwith the top of one associated rail to support said guide bogie thereon,a front pair of laterally spaced-apart guide brackets respectivelypivotally mounted on the opposite sides of said guide bogie frame anddisposed forwardly of said load wheel, a rear pair of laterallyspaced-apart guide brackets respectively pivotally mounted on theopposite sides of said guide bogie frame and disposed rearwardly of saidload wheel, a front pair of guide wheels respectively mounted on saidfront pair of guide brackets in position for engagement respectivelywith the opposite sides of the one associated rail, a rear pair of guidewheels respectively mounted on said rear pair of guide brackets inposition for engagement respectively with the opposite sides of the oneassociated rail, front spring means mounted on said guide bogie framefor urging said front guide wheels respectively into engagement with theone associated rail to guide said guide bogie thereon, rear spring meansmounted on said guide bogie frame for urging said rear guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, said front spring means applying greater pressureto said front guide wheels than said rear spring means applies to saidrear guide wheels to provide a greater centering pressure at the leadingguide wheels than at the trailing guide wheels to reduce the averageforces supported by all of the guide wheels, a follower bogie includinga frame, a load wheel mounted on said follower bogie frame forengagement with the top of the other associated rail to support saidfollower bogie thereon, linkage structure interconnecting said guidebogie and said follower bogie for coordinating the movements thereof,and mounting structure for connecting said bogies to the body of anassociated rail car.
 2. Truck structure for supporting and guiding on apair of railway rails having a track gauge of at least about 10 feet oneend of the body of a railway car, said structure comprising a guidebogie including a frame, a first pair of load wheels mounted on saidguide bogie frame in tandem relationship for engagement with the top ofone associated rail to support said guide bogie thereon, a front pair ofguide wheels mounted on said guide bogie frame in front of said firstpair of load wheels for engagement respectively with the opposite sidesof one of said associated rails to guide said guide bogie thereon, arear pair of guide wheels mounted on said guide bogie frame to the rearof said first pair of load wheels for engagement respectively with theopposite sides of the one associated rail to guide said guide bogiethereon, front spring means mounted on said guide bogie frame for urgingsaid front guide wheels respectively into engagement with the oneassociated rail to guide said guide bogie thereon, rear spring meansmounted on said guide bogie frame for urging said rear guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, said front spring means applying greater pressureto said front guide wheels than said rear spring means applies to saidrear guide wheels to provide a greater centering pressure at the leadingguide wheels than at the trailing guide wheels to reduce the averageforce supported by all of the guide wheels, a follower bogie including aframe, a second pair of load wheels mounted on said follower bogie framein tandem relationship for engagement with the top of the otherassociated rail to support said follower bogie thereon, a beaminterconnecting said bogies and pivotally connected respectively theretoabout vertically extending axes, a body bolster mounted on the body ofthe associated railway car and extending downwardly to said beam, andspring structure means interconnecting said beam and said body bolster.3. The truck structure set forth in claim 2, wherein said springstructure includes a first set of spRings acting vertically between saidbeam and said body bolster, and a second set of springs acting laterallybetween said beam and said body bolster.
 4. Truck structure forsupporting and guiding on a pair of railway rails having a track gaugeof at least about ten feet one end of the body of a railway car, saidstructure comprising a guide bogie including a frame, a first pair ofload wheels mounted on said guide bogie frame in tandem relationship forengagement with the top of one associated rail to support said guidebogie thereon, a front pair of guide wheels mounted on said guide bogieframe for engagement respectively with the opposite sides of one of saidassociated rails to guide said guide bogie thereon, a rear pair of guidewheels mounted on said guide bogie frame for engagement respectivelywith the opposite sides of the one associated rail to guide said guidebogie thereon, a follower bogie including a frame, front spring meansmounted on said guide bogie frame for urging said front guide wheelsrespectively into engagement with the one associated rail to guide saidguide bogie thereon, rear spring means mounted on said guide bogie framefor urging said rear guide wheels respectively into engagement with theone associated rail to guide said guide bogie thereon, said front springmeans applying greater pressure to said front guide wheels than saidrear spring means applies to said rear guide wheels to provide a greatercentering pressure at the leading guide wheels than at the trailingguide wheels to reduce the average force supported by all of the guidewheels, a second pair of load wheels mounted on said follower bogieframe in tandem relationship for engagement with the top of the otherassociated rail to support said follower bogie thereon, a first beampivotally mounted on said guide bogie about a vertically disposed axispositioned between said first pair of load wheels, a second beampivotally mounted on said follower bogie about a vertically disposedaxis positioned between said second pair of load wheels, said beamsextending inwardly toward each other and connected to the body of theassociated railway car, and linkage structure interconnecting said guidebogie and said follower bogie for coordinating the movements thereof. 5.The truck structure set forth in claim 4, wherein said first beam ispivoted on said guide bogie frame at a point positioned forwardly of themid-point between the transverse axes of said first pair of load wheels,and said second beam is pivoted on said follower bogie frame at a pointpositioned forwardly of the mid-point between the transverse axes ofsaid second pair of load wheels.
 6. Truck structure supporting andguiding on a pair of railway rails one end of the body of a railway car,said truck structure comprising a guide bogie including a frame, a firstpair of load wheels mounted on said guide bogie frame in tandemrelationship for engagement with the top of one associated rail tosupport said guide bogie thereon, a front pair of guide wheels pivotallymounted on said guide bogie frame in front of said first pair of loadwheels for engagement respectively with the opposite sides of the oneassociated rail to guide said guide bogie thereon, a rear pair of guidewheels mounted on said guide bogie frame to the rear of said first pairof load wheels for engagement respectively with the opposite sides ofthe one associated rail to guide said guide bogie thereon, means forresiliently urging said front guide wheels into engagement respectivelywith the opposite sides of the one associated rail, means forresiliently urging said rear guide wheels into engagement respectivelywith the opposite sides of the one associated rail, the resilient urgingof said front guide wheels being greater than the urging of said rearguide wheels to provide a greater centering pressure at the leadingguide wheels than at the trailing guide wheels to reduce the averageforces supported by all of the guide wheels, a follower bogie includinga frame, a second pair of load wheels mounted on said follower bogieframe in tandem relationship for engagement with the top of the otherassociated rail to support said follower bogie thereon, linkagestructure interconnecting said guide bogie and said follower bogie forcoordinating the movements thereof, and mounting structure forconnecting said bogies to the body of an associated railway car.
 7. Thetruck structure set forth in claim 6, wherein said mounting structureincludes a single body bolster connected both to said guide bogie frameand said follower bogie frame and connected to the body of theassociated railway car.